Transmission



Nov. 30,1937. I 'r. FAWICK 2,100,312

TRANSMISSION Filed March 15, 1955 5 Sheefns-Sheet 1 [nae/22%;":

fiomasi Nqv.. 30, 1937. v T. L. FAwlcK TRANSMISSION Filed March 13, 19355 Sheets-Sheet, 2

Nov. 30, 1937. r. L. FAWICK TRANSMISSION Filed March 13, 1955 5Sheets-Sheet 5 'r. L. FAWICK 2,100,312

} TRANSMISSION I Filgd March 13, 1955 v T. L. FAWICK TRANSMISS ION INov.30, 1937.

Filed March 15, 1935: 5 Sheets-Sheet 5 Patented Nov. 30, 1937 TRAN SMISSION Thomas L. Fawick. Akron, Ohio, minor to Borg-Warner Corporation,Chicago, IlL, a cornoratlon of Illinois Application March 13,1935,Serial No. 10,769

14 Claims.

My invention relates to transmissions for automotive apparatus.

While the particular devices which I shall describe hereinafter inconnection with the drawings are transmissions adapted for useinautomobiles, motor busses, trucks and the like, it is to be understoodthat the invention is not limited to such uses but may be employed inall similar work, for example, locomotives and the like, and elsewhereas suitable or desired.

In transmitting thedrive from a gasoline engine to the rear wheels orother driving wheels, it has become desirable to provide an overdrivegear device.

So far, there have been two general schemes for securing the desiredoverdrive-first, by means of an overdrive gear device at the rear axle,and second, by means of an overdrive de-\ vice at the accelerating andreverse gear between the engine shaft and the propeller shaft.

The first scheme above mentioned has the objection of putting additionalweight on the rear axle or connected parts. This ,results in highunsprung weight and is not desirable. The disadvantages of unsprungweight are so well known to engineers skilled in this art that norecapitulation of the same is necessary.

Furthermore in all types of overdrive devices using conventionalgearing, the overdrive is obtained entirely through tooth roll. That is,if they obtained, say, 100% direct drive on the third speed, then whenshifted to the fourth speed, which we will say is geared up 30%, theywould have all or 130% tooth roll. In fact, the tooth roll in such adevice would be the same t principle as in driving in second gear in theconventional three-speed transmission. This greattooth roll makes itcommercially impossible to obtain a quiet gear ratio in overdrive and,as a result, devices of this sort are noisy, with considerable wear.

My invention relates to the second class of overdrive devices; namely,to the class of devices in which the overdrive gearing is at the gearbox for the accelerating and reverse gearing, or between the engineshaft and the propeller shaft where the weight is sprung weight and,consequently, least objectionable.

According to my invention, I provide, in congear transmission, anoverdrive device consisting of an internal gear driven by an extensionof the transmission shaft and a cooperating external gear member forconnection with the propeller shaft. The external gear member is nectionwith the usual accelerating and reverse preferably a part of acombination external internal gear, the internal gear of which mesheswith an external gear on a driven member for connection with the drivenshaft of the overdrive device which, in turn, is adapted for connectionwith the propeller shaft of the vehicle. This gives a compound overdriveratio in the overdrive position, but this compound character of thedevice may, of course, be omitted or varied within the scope of thepresent invention.

For every mile traveled through the internal gear overdrive, I obtainexactly the same amount of direct drive in one ratio as the other. Forexample, calling the direct drive 100% and having 30% overdrive in theinternal gearing, the only tooth roll developed is the 30% over thedirect drive. Therefore, for each mile traveled in the overdrive, thedirect drive portion is exactly the same as the regular direct or thirdspeed. This low tooth roll of the internal gear drive makes it possibleto obtain an absolutely quiet gear ratio so that there is no more soundin the overdrive ratio than in direct drive. The strength of the driveis increased, and considerably more teeth are in meshing engagement atall times than with two meshing spur gears.

The lower engine speed makes the engine exceptionally quiet, and itoperates with a great deal more emciency and with a smaller amount ofmotor oil. By the use of this quiet operating internal gear overdrive,it has been proven in actual tests that as much as more mileage has beenobtained per gallon of fuel than in direct drive. Outside of the savingin fuel and motor oil, one of the main objects is to provide the reducedengine speed which results in exceptionally smooth motor car operation.

The overdrive device which I provide is compact and short in length. Itis light in weight and inexpensive to manufacture, with parts of smalldiameter and light weight employed throughout, and it is easy to operateand has synchro-mesh means for direct and overdrive, and means forpreventing shifting with the main engine clutch engaged, this lattermeans assuring smooth shifting operation at most any speed.

The present invention may be characterized as an improvement upon thetransmission illustrated and described in my prior patent, Reissue No.18,629, dated October 18, 1932. It employs the type of internal gearingshown and described in that patent as the overdrive device.

For the purpose of compactness and reduced overall length, the drivingshaft is preferably extended through the internal overdrive gear andthrough the cooperating external internal gear, and reaches overadjacent a direct drive member which is disposed between a clutch parton the external internal gear and a clutch. part on the driven shaft ofthe overdrive device and adjacent a synchronizing and clutching memberfor connecting the external internal gear or the direct drive drivenmember to the driven shaft of the overdrive device selectively asdesired.

While the particular devices which I shall describe hereinafter inconnection with the drawings have a single compound internal gearoverdrive and direct drive, it is to be understood that the invention isnot limited to the particular overdrive ratio or to the compoundcharacter thereof as shown and described.

Numerous advantages and adaptations of the invention will be apparentfrom the following detailed description of the preferred forms of theinvention.

In order to acquaint those skilled in the art with the manner ofconstructing and operating certain devices in accordance with myinvention, I shall now describe the illustrated embodiment of theinvention in connection with the accompanying drawings, in which:

Figure 1 is a longitudinal sectional view of a transmission embodyingthe present invention;

Figure 2 is a fragmentary transverse section taken on the line 2-2 ofFigure 1;

Figure 3 is a fragmentary view, partially in section and partially inelevation, of a vacuum shifter mechanism suitable for use with thetransmission;

Figure 4 is a view showing a control device for the vacuum shiftermechanism;

Figure 5 is a transverse section taken on the line 5-5 of Figure 1;

Figure dis a fragmentary detail section showing the synchronizing andclutching ring in overdrive position;

Figure 7 is a view similar to Figure 6 showing the synchronizing andclutching ring in direct drive position;

Figure 8 is a fragmentary transverse sectional view through one of theneedle-point bearings taken on the line 8-8 of Figure 1;

Figure 9 is a longitudinal sectional view of another form oftransmission embodying the present invention;

Figure 10 is a fragmentary transverse section taken on the line III-I0of Figure 9; and

Figure 11 is a diagrammatic view. illustrating the relation of theoverdrive gear set with respect to the accelerating and reverse gear setand the rear axle.

Referring first to Figures 1 to '7, inclusive, 5 is the gear case forthe usual standard type accelerating and reverse gear transmission. Theaccelerating and reverse transmission within the case 5 may be of anyexisting or preferred form.

The overdrive device is housed within a case 6 bolted or otherwisesuitably secured to the case 5. The shaft 1 is the usual driven shaft ofthe transmission housed within the case 5. The rear end of this shaft 1is reduced, and this reduced end projects into the case 6 and haspiloted therein the reduced forward end of the driven shaft 8 of theoverdrive device. An internal gear 9 is splined at IU upon the reducedend of the shaft 1, and is supported in a bearing II. The bearing II is,in turn, supported by a bearing retainer I2 held in the opening I3 inthe housing 5 and prevented from endwise movement by the enlargeddiameter or flange I 4 clamped between the two casings 5 and 6. The endof the case 6, which abuts the case 5, is recessed at I5 to accommodatethe enlarged diameter or flange I4 of the retainer I2.

The outer race of the bearing II is held against endwise movement by asnap ring I6 which is obtainable as standard equipment. This ring I6 isheld between the retainer ring I2 and the case 6 and engages in anannular groove in the outer race of the bearing II. The ring I6 may besplit for application to the outer race of the bearing I I, and thepurpose of this ring is to take the end thrust developed by the helicalteeth in the internal drive.

The internal gear 9 has internal helical teeth I1 which mesh withexternal helical teeth I8 on an external internal or composite gear ringI 9, the opposite end of which is provided with internal helical teeth20. The external internal gear ring I 9 is supported in a bearing 2|mounted in an eccentric bearing retainer ring 22. The ring 22 is heldagainst turning by means of pins 23 which engage in registering openingsin the case 6 and ring 22. The outer race of the bearing 2| is heldagainst endwise movement to the right (Figure 1) by a retainer ring 24,and the bearing retainer 22 is held against endwise movement between ashoulder 25 on the interior of the case 6 and a retainer ring 26. Therings 24 and 26, like the ring I6, are obtainable as standard equipmentand may be split for engagement in the internal groove in the retainer22 and with the internal groove on the boss 21 on the interior of thecase 6, respectively.

It is desirable, from the standpoint of quantity production and maximumquietness of gear operation, to-use helical teeth in the overdrivegearing. Straight teeth are, however, contemplated within the scope ofthe present invention.

The internal helical teeth 20 on the combination external internal orring gear I9 mesh with external helical teeth 29 on the overdrive drivenmember 30 of the overdrive device. This member 30 is preferably mountedon needle-point bearings 3I on the tubular member 32 which is splined at33 in driving connection with the shaft 1. The needle-point bearings 3|comprise two groups of small diameter pins separated endwise by anexternal annular rib 34 on the tubular member 32 and held endwisebetween this rib and shoulders 35 and 36, respectively, on the member32. The inner periphery of the member 30 bears upon the small diameterpins which provide needle-point bearing support for the member 30.

The driven member for direct drive is splined at 4| on the tubularextension 32 and is held against endwise movement to the right(Figure 1) by means of a retainer ring 42. A thrust washer 43 isinterposed between the opposite end of the hub of the driven member 40and the adjacent end of the overdrive driven member 30 to take thethrust developed between these parts by the helical gear teeth. Thewasher 43 is placed at this location so that it will have a low relativesliding speed as, for instance, if the internal gear has thirty-twoteeth and the meshing spur gear has twenty-eight teeth, it

' is obvious that the unit will make seven complete revolutions beforethis washer gains one complete revolution on its sliding thrust face, i.e. this washer turns in accordance with the tooth difference. Interposedbetween the radially extending portion at the right-hand end of themember 38 and the adjacent end of the external internal gear member I9is a thrust washer 44. The reduced end of the driven shaft 8 of theoverdrive device, which reduced end is piloted in the end of the shaft1, may be provided with a suitable bushing as indicated at 45.

The driven member 48 for direct drive is provided peripherally withexternal clutch teeth 48 for engagement with internal clutch teeth 49 atthe left-hand end (Figure 1) of the synchronizing and clutching ring 58when this ringis shifted to the right from neutral position as shown.These same teeth 49 are adapted to be engaged when the ring 58 isshifted to the left with external clutch teeth 5| peripherally about theradially extending portion of the overdrive driven member 38. The shaft8 has an integral flange 52 provided peripherally with external clutchteeth 53 which engage internal clutch teeth 54 in the right-hand end ofthe synchronizing and clutching ring 58. A thrust washer 52' ispreferably interposed between this flange 52 and the ring 42.

The teeth 54 are slidable with respect to the teeth 53 in shifting themember 58 and are of sufficient length for constant engagement with theteeth 53 when the ring 58 is in neutral position as shown, as well aswhen this ring is shifted to engage the teeth 49 with the teeth 5| andwhen said ring 58 is shifted in the opposite direction to engage theteeth 49 with. the teeth 48. The teeth 54 being larger than the teeth 49at the opposite end of the ring 58 disposes the teeth 44 in telescopingrelation over the teeth 48. This is an important aspect of this form -ofthe invention because it permits the rear bearing 55 to be brought upclose to the direct drive driven member 48 and the flange 52 in compactendwise relation with respect to the member 48 without interferencebetween the teeth 54 and the teeth 48. When the member 58 is shifted tothe left to engage the teeth 49 with the teeth 5|, the teeth 54 slipendwise over the teeth 48 clear of the same so that there will be nointerference between these parts and, at the same time, the

overlapping or telescoping arrangement materially reduces the overalllength of the overdrive device and places the bearing 55 close in toprovide firm support for the parts.

The outer race of the bearing 55 is seated at 51 in a bore in the coveror rearward casing part 58 which is bolted at 59 to the case 5. Asuitable gasket 58 may be interposed between the case 5 and the casingpart 58. The outer race of the bearing 55 is held against endwisemovement to the right by the shoulder 5| and the rearward end of theshaft 8 is splined at 52 and provided with a threaded stud extension 53for connection to the forward end of the propeller shaft by means of theusual universal joint or otherwise as suitable or desired. A worm gear54, housed within the casing part 58 and secured to turn with the drivenshaft 8 of the overdrive device by means of the splines 52, meshes witha worm member 55 for driving the speedometer mechanism of the vehicle inthe usual manner. The rearward end of the casing part 58 is preferablyprovided with a fluid-tight oil cap or closure device, similar to thatshown in Figure 9, for sealing the rear end of the casing for theoverdrive gear device against the escape of lubricant which ismaintained at the desired level within the casing. This oil cap orlubricant closure of course cooperates to this end with the means forconnecting the splined end of the shaft 8 to the propeller shaft.

The synchronizing means comprises a synchronizing ring member 58 havinginternal oppositely tapered surfaces 59 and 18 for frictional engagementwith corresponding inclined surfaces II and I2 on the overdrive drivenmember 38 and direct drive driven member 48, respectively. Thesynchronizing ring 58 may be made in the formof a bronze casting or thelike, and this ring has splined driving connection with the ring 58 bymeans of external clutch teeth 14 which engage with the internal clutchteeth 49 of the ring .58. The spring-pressed ball members 15 of thesynchronizing device move the ring 58 yieldingly with the ring 58, and,after the two parts 58, 48 or 58, 5|, are synchronized by the engagementof the cone clutch surfaces 18, 12 or 59, ll, permits the ring 58 tomove on past the ring 58 for engagement of the clutch teeth 49 with theclutch teeth 48 for direct drive, or engagement of the clutch teeth 49with the clutch teeth 5| for internal gear overdrive. In the neutralposition of the ring 58 as shown in Figure 1, there is preferably aslight clearance between the cone clutch surfaces l8, l2 and 69, II.

The ball members 15, a number of which are spaced circumferentiallyabout the ring 58, are pressed yieldingly into engagement with notches15 in teeth 14 by coiled springs 18. The ball members 15 operate inradial openings which extend through the ring 58, and the springs 18 areheld in place by cap members 19, the inner ends of which are secured inplace in the enlarged outer ends of the openings through the ring 58.The ends of the notches 15 as viewed in Figure 1 are spread or divergeupwardly so that as the synchronizing ring 58 is engaged, for example,with the conical surface of the member 48 in the movement of the ring 58to the right, continued movement of the member 58 in this di rectionwill cause the right-hand ends of the notches 15 to cam the ball members15 outwardly into position where they are released from the notches 15so that the member 58 may continue its movement to engage the clutchteeth 49 with the clutch teeth 48. In shifting into internal gearoverdrive, the action of the ball members 15 with the left-hand ends ofthe notches 15 is the same. Figure 5 shows the position of the partsafter the ring 58 has been synchronized with the overdrive driven member38 and the clutch teeth 49 engaged with the clutch teeth 5|, whereasFigure 7 shows the position of the parts after the ring 58 has beensynchronized with the direct drive driven member 48 and the clutch teeth49 moved into engagement with the clutch teeth 48.

The ring member 58 is shifted in any suitable or desired manner, as bymeans of a shifter rod 82 slidable at one end at 83 in a suitableopening in the case 5, and at its opposite end in a bearing 84 securedat 85 to the upper portion of the easing part 58 and fitting into anopening therein. The rod 82 has a shifter arm 85 secured thereto at 81,and this shifter arm has suitable shifting engagement or cooperation at88 with an external groove in the member 58 whereby movement of the rod82 to the right shifts the member 58 to the right, and movement of therod in the opposite direction shifts the member 58 in the oppositedirection. Suitable provision for lubricating the speed range gear ismade by an opening 98 at the top of the casing 5, and a draining plug(not shown) may be provided at the bottom. The

removably secured in place at 92.

The top of the left-hand end of the rod 82 (Figure 1) is provided with apair of notches 94 adapted to receive a ball member 95. This ball member95 is at all times urged into engagement with the rod 82 by means of acoiled spring 96 disposed with the ball member 95 in an opening in theboss 91 on the top of the case 6. The spring 96 is retained in place bymeans of a cap screw 98 threaded into the top of the boss 91. The ball95, by engagement with the left-hand notch 94 retains the rod 82 in theposition in which the clutch teeth 49 engage the clutch teeth 48, and,by engagement in the right-hand notch 94, retains the rod 42 in theposition in which the clutch teeth 49 are engaged with the clutch teeth5|. Any other suitable or preferred retention means may, of course, beemployed.

While I have illustrated in the drawings a vacuum type shift device, itis to be understood that the transmissions of the present invention maybe provided with mechanical or manual shift devices as suitable ordesired.

The particular vacuum shift shown comprises.

the casing part 58. The rearward end of the cylinder MI is closed by aclosure plate I02 secured in place, for example, by screws I03. Thepiston I may be formed similar to the piston shown in section in theembodiment of Figure 9, or otherwise as desired.

The conduit I (Figure 3) is a suction conduit leading from any suitablesource of suction as, for example, from the intake of the engine. Thisconduit I05 opens at I06 into a valve casing I01 which has a port I08opening into a conduit I09 connected at IIO to the interior of thecylinder IOI on one side of the piston I00, and a second port II2opening into a conduit II4 connected at II5 to the interior of thecylinder IOI on the opposite side of the piston I 00. Within the casingI01 is a plunger valve II6 yieldingly seated in closed position againstseat III by means of a coiled spring II 8 interposed between the valveand'a cap nut I I9 threaded into the vented with the main engine clutchengaged.

When the pedal I22 is operated to disengage the engine clutch, thefinger I2I strikes the valve stem I20 and opens the valve II6 forapplication of suction to the piston I 00 as predetermined by a valve I24.

The valve I24 is rotatable in the casing I01 and has a port I25 and ventports 230 and 23I opening therethrough. Vent ports 230 and 23I areconnected to a common port 232 extending axially through valve I24 andopen to the atmosphere at its outer extremity. This valve I 24 iscontrolled by a handle I26 mounted, for example, in suitable positionupon the instrument board I21 of the car for convenient access from thedriver's position. The handle I26 is swingable about the axis I28 andhas a connected arm I29 which may be connected in any suitable manner,as by means of a link or rod connection shown more or lessdiagrammatically at 30, to an arm I3I on the valve plug I24. High andlow positions of the handle I26 inay be marked, as shown 2,100,312opening 90 is provided with a cover or closure 9| in Figure 4, upon asuitable plate I34 attached to the instrument board.

When the handle I26 is in the position shown in Figure 4, the valve I24is positioned with port I 25 in register with the port I08 and port II2vented through ports 23I and 232, so that when the clutch pedal I22 isdepressed to disengage the main engine clutch, the finger I2I strikesthe stem I20, thereby opening the valve H6 and applying suction throughthe ports I25 and I08 and the conduit I09 to the interior of thecylinder IOI on the right-hand side of the piston. This suction drawsthe piston I00 to the right, Figure 1, and shifts the overdrive geardevice into direct drive by engaging the clutch teeth 49 with the clutchteeth 48. When the handle I26 is moved to high position, as indicated indotted lines in Figure 4, the valve I24 is moved into position with theport I25 in registration with the port H2 and port I08 vented throughports 230 and 232 so that, when the clutch pedal I22 is depressed,suction is applied to the opposite side of the piston I00 to shift thesynchronizing and clutching ring 50 into position to engage the clutchteeth 49 with the clutch teeth 5I for internal overdrive. The connectionof either port I 08 and H2 to the suction conduit is accompaniedsimultaneously by the connection of the other port to the atmospherethrough I24, thereby insuring an operative difference of pressure on thesides of piston I00.

It is believed that the operation of the device will be apparent fromthe foregoing description. The usual accelerating and reverse functionis secured through the transmission housed within the case 5, and theapplication of the reference character 5 to this gear case is intendedto indicate the usual or any preferred type accelerating and reversegear which may, of course, vary widely within the scope of the presentinvention. With the handle I26 in the position shown in Figure 4 to setthe valve I24 for positioning the synchronizing and clutch ring 50 withthe teeth 49 in engagement with the teeth 48 of the direct drive drivenmember of the overdrive device, the usual accelerating and reverseratios are obtainable through the accelerating and reverse gearmechanism within the case 5 in the usual or any preferred manner.

In order to obtain the internal gear overdrive, the handle I26 is movedto the position shown in dotted lines in Figure 4, with the gearing ofthe transmission 5 in direct drive relation, and then, by operation ofthe clutch pedal to disengage the clutch, suction is applied to shiftthe synchronizing and clutch ring 50 to the left (Figure 1) to engagethe clutch teeth 49 with the clutch teeth SI of the overdrive drivenmember 50. With the transmission 5 in direct drive relation, the shaft 1is driven at engine speed. driving theexternal internal gear member I9through the meshing engagement of the internal teeth ll of the gear 9with the external teeth I8 of the ring gear I9. The gear member I9 isthereby turned at a speed in excess of the speed of the shaft 1,depending upon the ratio of the gear teeth I! and I8, and

this rotation of the gear member I9 is transthrough the cooperatingclutch teeth BI, 48 to the synchronizing and clutching ring 60, and fromthis ring 68 throughthe meshing clutch teeth 54 and 68 to the drivenshaft 8 of the overdrive, and gain this shaft to the propeller shaft ofthe ve- The rearward end of the tubular member 82 is supported byneedle-point bearings I48 which bear upon the shaft 8 just forwardly ofthe radial flange 62 and substantially in the transverse plane of themeshing clutch teeth 49, 14, and also substantially in the transverseplane of the clutch teeth 48 of the direct drive driven member of theoverdrive device. These needle-point bearings, like the needle-pointbearings previously described, comprise a plurality of small diameterrollers or pins arranged circumferentially between the externalperiphery. of the shaft 8 and the internal periphery of the rearward endof the tubular member 82. The small diameter rollers constituting theseneedle-point bearings I48 are retained against endwise displacement byannular shoulders I and I42 on the shaft 8.

The bearing 2| for the external internal gear I 9 is disposed externallyof this gear and in transverse alignment with the meshing teeth 20 and29. The bearing II is in close proximity to the transverse plane of themeshing teeth I1 and I8,

and the rear bearing 56, as already pointed out,

is up close to the direct drive driven member 40. A simple, compact andstrong device is thus provided in which all parts are admirablysupported throughout. The length of the overdrive device in particularis short for use between the usual accelerating and reverse gearing andthe'propeller shaft; even where the available space at this position isrelatively restricted.

The device shown in Figure 9 is substantially the same as the deviceshown in Figure 1 except that the internal gear overdrive and bearingmounting 'are made to fit a standard type car transmission alreadymanufactured. This overdrive device uses the same bearing II' employedin the standard type car transmission with which the overdrive device isadapted to be employed instead of requiring a larger bearing as in theprevious embodiment.

, In this case, the bearing ll directly supports the reduced rear end ofthe shaft 1', which is the usual driven shaft of the usual standardaccelerating and reverse gear 5'. The inner race of the bearing II' isheld endwise between the shoulder I58 on the shaft 1' and the forwardend of the hub I5I of the internal gear 9'. The outer race of thisbearing is held endwise between a shoulder I52 in the hub- I53 of theoverdrive gear case 6 and a retainer ring I54 similar to the retainerring described in connection with the previous embodiment of theinvention. An oil retainer ring of existing or preferred form isprovided at I55 and the overdrive gear case 6' is bolted at I56 to thecase of the accelerating and reverse gear transmission 5'. l

The internal gear 9' is splined at I51 upon a tubular drive member I58,and rearwardly of the bearing Il' the reduced end of the shaft 1' issplined at I58 into the tubular member I58. Rearwardly of the splinedengagement of the shaft 1 with the member I58, this shaft 1 is furtherreduced, and this reduced end is piloted at I60 into the .forward end ofthe driven shaft 8' of the overdrive device. A suitable bushing may beprovided at I6I.-

The internal teeth I1 of the gear 9', which 1 are preferably helicalbecause of the advantages in quantity production and maximum quietnessof gear operation, although they may be straight if desired, mesh withcorresponding external teeth I8 on the external internal gear ring I6.The opposite end of the gear ring I9 is provided with internal teeth 20"which are likewise preferably helical, although this may be varied, andthese internal teeth 20' mesh with corresponding external teeth 29' onthe overdrive driven member 38'.

The member I65 is a stationary bearing member for eccentricallysupporting the composite gear I9 and held against rotation by acrescentshaped member I66 shown in Figures 9 and 10. Thiscrescent-shaped member I66 is, in turn, held against rotation by astamping I61 locked to the housing or case 6' by means of the key I68.The crescent-shaped member I66 is connected as by means of rivets I69 tothe flange on .the member I65, and the opposite end of thiscrescent-shaped member is toothed atI1Il for engagement withcorresponding teeth internally of the stamping I61.

The key I68 has the square head at its inner end for locking thestamping I61 to the housing, and the outer end of this key is turnedround to fit in an opening in the case 6 as shown. This key permitspulling the member I61 out without disturbing the crescent-shaped memberI66. The square inner end of the key also engages in a slot I12 in theeccentric bearing retainer ring I13 which corresponds to the eccentricbearing retainer ring 22 of the previous embodiment. This bearingretainer ring I13 supports the hearing 2I which is disposed externallyof and supports the external internal gear member substantiallytransverse alignment with the meshing teeth 20' and 29. Retainer rings24' and 26' hold the outer race of the bearing 2I' and the retainer ringI13, respectively, against endwise movement rearwardly under the thrustdeveloped by the helical gear teeth. Thrust washers I15 and I16 areinterposed between the internal gear member 9' and the member I65 andbetween the opposite end of the member I65 and the forward end of theoverdrive driven member 38.

As in the previous embodiment of the invention, the driving shaftreaches or extends axially through the internal gear 9' and through thecooperating external internal gear I9 and has splined at I18, upon therearward end of the tubular member I58, the direct drive driven member48' of the overdrive device. Thismember 48 has the peripheral clutchteeth 48' and the conical synchronizing surface 12'. The overdrivedriven member 36' has the radially extending portion providedperipherally with clutch teeth 5I', and this member has the conicalsynchronizing surface H. A thrust washer I16 is interposed between themembers 38 and 48'.

The synchronizing ring 68 is similar to the corresponding synchronizingring of the previous embodiment, and has conical synchronizing surfaces69 and 18' for cooperation with the surfaces H and 12, respectively.This ring 68' has external clutch teeth which mesh with internal clutchteeth 49 on the synchronizing and clutching ring 50', which ring 56 has,at its opposite end, internal clutch'teeth 54' which mesh with externalclutch teeth 53' about the periphery of the radially extending torsionalflange 52" integral with the driven shaft 8' of the overdrive device;The member 48' is held against endwise movement to the right (Figure 9).by a retainer ring I 80, and a thrust washer I8I is interposed betweenthis ring and the flange 52" on the driven shaft 8'.

In this case, the internal teeth 49' and 54' are of substantially thesame diameter without the telescoping arrangement of the precedingembodiment, and, as a result, the spacing of the bearing 56' from themember 40' is somewhat greater than in the preceding embodiment in orderto permit the teeth 49 to be shifted into engagement with the teeth 5|without interference between the teeth 54' and the teeth 48'. Thebearing 56 is mounted in the casing part 58' which is bolted at 59 tothe case 6, preferably .with an intervening gasket 60' interposedbetween the casing parts. An oil or lubricant re.- tainer ring isprovided at I83, and splined at 62' upon the shaft 8' is a worm gear 64which drives a worm 65' for a speedometer drive or the like. A thrustwasher I84 is interposed between the inner race of the bearing 56' andthe worm gear 64' similar to the thrust washer I84 in the previousembodiment.

The tubular driving member I58 is rotatably journaled in the stationarybearing member I65, preferably by means of needle-point bearings I86comprising, as previously described, small diameter rollers or pins heldendwise between shoulders I8!v and I88 on the tubular member I58. Theexternal internal gear member I 9' is supported in the transverse planeof the meshing teeth I1 and I8 by needle-point bearings I89,

. comprising small diameter rollers or pins arranged circumferentiallybetween the inner periphery of the gear member I9 and the externalperiphery of the bearing member I65.

The overdrive driven member 30 is supported internally and in thetransverse plane of the meshing teeth 20' and 29 by needle-pointbearings I92, and this member 30' is further supported by a secondseries of needle-point bearings I93 in substantially the transverseplane of the clutch teeth 5I and the synchronizing cone surface II.These needle-point bearings I92 and I98 are separated endwise by anannular rib I94 on the tubular member I58 and are held by externalshoulders on this member I58 at the opposite ends of the respectivebearings.

As in the previous embodiment, suitable provision for lubricating thespeed range or overdrive gear is made by an opening I95 at the top ofthe case 6', and a drain plug I98 may be provided at the bottom. Theopening I95 is provided with a cover or closure I91 removably secured inplace at I 98.

The synchronizing and clutching ring 50 is shifted, as in the precedingembodiment, by

means of a shifter rod 82 having an arm 86' inshifting cooperation withthe annular external groove in the ring 50'. The rod 82' is held inoverdrive position with the clutch teeth 49' shifted forwardly intoengagement with the clutch teeth 5I' of the overdrive driven member 30by engagement of the ball member 95' in a notch 94', and this rod 82' isheld in direct drive position of the overdrive device, i. e.-in positionwith the clutch teeth 49 in engagement with the clutch teeth 48' of thedirect drive driven member 40' by engagement of the ball member 95' in asecond notch 94'. The coiled spring 96' and the cap screw 98' aresimilar to the preceding embodiment.

This embodiment of the invention may be operated mechanically ormanually instead of by -means of the vacuum type shift shown. Thisfigure comprises a pair of metal stampings 200 spread apart, at theirmargins and clamped centrally between discs 20I which are, in turn,clamped between a shoulder on the shaft 82' and a suitable nut 203. Anexpanding ring 204 of suitable material, such as leather or the like, isheld between the spread margins of the stampings 200 and is pressedoutwardly into tight engagement with the inner wall of the cylinder IIII by means of a coiled garter spring 206 arranged annularly betweenthe spread margins of the stampings 200 and disposed within the ring204.

The central eccentric bearing member I65 takes the driving action of thefirst internal gear member, and by its disposition in transversealignment with the meshing teeth I I and I8 and the arrangement of thebearing 2| externally about the opposite end of the external bearing 56'together with the needle-point bearings described, provides admirablesupport throughout.

Ball members I5, pressed into notches 16' by coiled springs 18 as in theprevious embodiment of the invention, yieldingly connect thesynchronizing rings 68 to the synchronizing and clutching ring 50 sothat the conical surfaces of the ring 68' will be brought intosynchronizing engagement with the conical surfaces of the members 30 and40', and thereupon the ring 50 may move on past the ring 68' to engagethe teeth 49' with the teeth 5I' or 48'.

The operation of the embodiment of Figure 9 is substantially the same asthe operation of the previous embodiment. The usual accelerating andreverse function is secured through the transmission 5, and the internalgear overdrive is secured in the overdrive transmission 6'.

With the clutch teeth 49' of the synchronizing and clutching ring 50'shifted rearwardly into engagement with the clutch teeth 48 of theoverdrive driven member 30, the usual accelerating and reverse speeds,as well as direct drive, may be obtained from the transmission 5, andthence through the shaft I, tubular driving member I58, direct drivemember 40', synchronizing and-clutching ring 50', meshing teeth 54' and53, radial extension or annular flange 52", and driven shaft 8', to thepropeller shaft to which the driven shaft 8' is connected. With theaccelerating and reverse gear transmission 5' in direct drive and theclutch teeth 49' of the synchronizing and clutching ring 50' inengagement with the clutch teeth 5|" of the overdrive driven member 30',an internal gear overdrive is transmitted from the shaft I through theinternal gear 9, external internal gear I 9, overdrive driven member30', synchronizing and clutching ring 50, meshing teeth 54. and 53', tothe overdrive driven shaft to impart an internal gear overdrive to thepropeller shaft.

The frame of the vehicle upon which the transmission gear sets 5 and 6,for example, are mounted, is indicated at 225 in Figure 11, and thisframe 225 is spring-supported upon the rear axle by means of the spring226, it being understood that this spring supporting arrangement for theframe usually is duplicated at each side of the vehicle and may, ofcourse, vary as desired. The propeller shaft is indicated at 221 and maybe enclosed. This shaft has driving connection with the rear axle, asthrough a universal joint 228, and its opposite end has drivingconnection with the driven shaft 8, for example, of the internal gearoverdrive by means of a universal joint 229.

I' have described the invention in connection with the details ofparticular embodiments, but I do not intend thereby to limit theinvention to such details, nor do I intend to be limited to theparticular embodiment and relation of the essential features shown anddescribed.

I claim:

1. Agear set for motor vehicles having, in combination, an internalgear, a composite gear having external teeth meshing with the internalteeth' of said internal gear, a first driven member having externalteeth meshing with the internal teeth of said composite gear, a firstshaft fixed to said internal gear and having an extension extendingthrough said internal gear, said composite gear and said first drivenmember, a bearing supporting the composite gear and located externallyof the composite gear and in radial alignment with the internal teeth ofsaid composite gear, bearing means carried by the extension of saidfirst shaft and supporting said first driven member, said last bearingmeans being located internally of said first driven member and in radialalignment with the external teeth of the first driven member, a seconddriven member fixed on the extending end of the extension of said firstshaft, a second shaft, and means for connecting said first and seconddriven members selectively to said second shaft.

2. In combination, a driving shaft, a driven shaft, a radially extendingpart on one of said shafts, a clutch member for the other shaft, ex-

, ternal clutch teeth on said clutch member, and a shiftable clutchingring having internal clutch teeth shiftable into and out of engagementwith the clutch teeth on said clutch member, said shiftable clutch ringhaving internal splines in sliding engagement with external splines onsaid radially extending part, the internal splines on said shiftableclutch ring being operable te1escopically over and clear of meshingengagement with the external clutch teeth on said clutch member.

3. A gear set for motor vehicles having, in combination, an internalgear, a composite gear having external teeth meshing with the internalteeth of said internal gear, a first driven member having external teethmeshing with the internal teeth on said composite gear, a shaft fixed tosaid internal gear and having an extension extending through saidinternal gear, said composite gear and said first driven member, asecond driven member fixed on the extending end of the extension of saidshaft, a second shaft, a radially extending part on said second shaft,

clutch teeth on theperiphery of said part, clutch teeth on said firstdriven member, clutch teeth on said second driven member, a clutchingring having clutch teeth in permanent engagement with the clutch teethon the radially extending part on said second shaft and clutch teethshiftable into engagement selectively with the clutch teeth on therespective driven members, and synchronizing means on said clutchingring and on said driven members for synchronizing said ring with respectto the respective driven members ahead of engagement of the clutch teethof said ring with the clutch teeth of the respective driven members.

4. A gear set for motor vehicles having, in combination, an internalgear, a composite gear having external teeth meshing with the internalteeth of said internal gear, a first driven member having external teethmeshing with the internal teeth on said composite gear, a shaft fixed tosaid internal gear and having an extension extending through saidinternal gear, said composite gear and said first driven member, asecond driven member fixed on the extending end of the extension of saidshaft, a second shaft, a radially extending part on said second shaft,clutch teeth on the periphery of said part, clutch teeth on said firstdriven member, clutch teeth on said second driven member, a cluchingring having clutch teeth in permanent engagement with the clutch teethon the radially extending part on said second shaft and clutch teethshiftable into engagement selectively with the clutch teeth on therespective driven members, and synchronizing means on said clutchingring and on said driven members for synchronizing said ring with respectto the respective driven members ahead of engagement of the clutch teethof said ring with the clutch teeth of the respective driven members,said synchronizing means comprising oppositely conical surfaces on saiddriven members and oppositely conical surfaces internally of said ringand at opposite ends thereof.

5. A gear set for motor vehicles having, in combination, an internalgear, a composite gear having external teeth meshing with the internalteeth of said internal gear, a first driven member having external teethmeshing with the internal teeth of said composite gear, a first shaftfixed to said internal gear and having an extension extending throughsaid internal gear, said composite gear and said first driven member,bearing means carried by the extension of said shaft and supporting saidcomposite gear, said bearing meansbeing located internally of saidcomposite gear and in radial alignment with the l external teeth of saidcomposite gear, bearing means carried by the extension of said shaft andsupporting said first driven member, said last bearing means beinglocated internally of said. first driven member, a second driven memberfixed on the extending end of the extension of said first shaft, asecond shaft, and means for connecting said first and second drivenmembers selectively into said second shaft.

6. In a gearing, a casing, an internal gear, a

composite gear having external teeth meshing with the internal teethofsaid internal gear, a driven member having external teeth meshing withthe internal teeth on said composite gear, a shaft fixed to saidinternal gear and having an extension extending through said internalgear, said composite gear and said first driven member, and a bearingmember mounted on the extension of said shaft and having a hub with anexternal eccentric periphery for supporting the composite gearinternally and on the extension of said shaft and with its axis ineccentric relation to said internal gear.

7. In a gearing, a casing, an internal gear, a. composite gear havingexternal teeth meshing with the internal teeth of said internal gear, adriven member having external teeth meshing with the internal teeth onsaid composite-gear, a shaft fixed to said internal gear and having anextension extending through said internal gear,

said composite gear and said first driven member, a bearing membermounted on the: extension of said shaft and having a hub with anexternal eccentric periphery for supporting the composite gearinternally and on the extension of said shaft with its axis in eccentricrelation to said internal gear, and means secured to the casing andconnected to said bearing member for holding said bearing member againstrotation.

8. In a gearing, a casing, an internal gear, a

composite gear having external teeth meshing with the internal teeth ofsaid internal gear, a driven member having external teeth meshing withthe internal teeth on said composite gear, a shaft fixed to saidinternal gear and having an extension extending through said internalgear, said composite gear and said first driven member, a bearing membermounted on the extension of said shaft and having a hub with an externaleccentric periphery for supporting the composite gear internally and onthe extension of said shaft with its axis in eccentric relation to saidinternal gear, a flange on said bearing member, a crescentshaped membersecured to said flange and disposed between the internal teeth of theinternal gear and the external teeth of the composite gear, a memberlocked to the housing and having a toothed portion, and a toothedportion on said crescent-shaped member for engagement with said firsttoothed portion to hold said bearing member against rotation.

9. In a gearing, a casing, an internal gear. a composite gear havingexternal teeth meshing with the internal teeth of said internal gear, adriven member having external teeth meshing with the internal teeth onsaid composite gear, a shaft fixed to said internal gear and having anextension extending through said internal gear, I

said composite gear and said first driven mem ber, a bearing membermounted on the extension of said shaft and having a hub with an externaleccentric periphery for supporting the composite gear with its axis ineccentric relation to said internalgear, a flange on said bearingmember, a crescent-shaped member secured to said flange and'disposedbetween the internal teeth of the internal gear and the external teethof the composite gear, a member having a toothed portion, a toothedportion on said crescent-shaped member for engagement with said firsttoothed portion to hold said bearing member against rota-' tion, abearing externally surrounding said composite gear and including a racemember, and a key member locking said race member andthe member havingsaid first toothed portion to the housing and permitting said lastmember to be pulled out without disturbing the crescent-shaped member.

10. A gear set comprising an internalgear, a shaft fixed to saidinternal gear, a composite gear having external teeth meshing with theinternal teeth of said internal gear and internal teeth, a first drivenmember having external teeth meshing with the internal teeth of saidcomposite gear, said shaft having an extension extending through saidinternal gear, said composite gear and said first driven member, asecond driven member splined upon the extending end of said shaft, adriven shaft having a radially extending part, conical synchronizingsurfaces on said driven members, a synchronizing ring having cooperatingsynchronizing surfaces, clutch teeth on said first and second drivenmembers, and a clutching ring yieldingly connected to said synchronizingring, said clutching ring having splined engagement with the radiallyextending part on the driven shaft and having clutch teeth forengagement selectively with the clutch teeth on said first and seconddriven members, said.

clutching ring shifting the synchronizing ring into cooperation with thesynchronizing surfaces of the respective driven members to synchronizethe clutch ring and said members ahead of clutching engagementtherewith.

11. In combination, a driving shaft, an internal gear fixed to saidshaft, a composite gear having external teeth meshing with the internalteeth of said internal gear, a first driven member having external teethmeshing with the internal teeth of said composite gear, a second drivenmember fixed to the driving shaft, a driven shaft, a splined part onsaid driven shaft, synchronizing and positive clutch means on said firstand second driven members, a synchronizing ring having synchronizingmeans for engagement with the synchronizing means on said drivenmembers, and a shiftable clutch ring having splined engagement with thesplined part on said driven shaft and yieldingly connected to saidsynchronizing ring whereby to operate the synchronizing ring by theoperation of the clutch ring, said clutch ring having positive clutchmeans for engagement selectively with the positive clutch means on saiddriven members.

12. In combination, a driving shaft, an internal gear fixed to saidshaft, a composite gear having external teeth meshing with the internalteeth of said internal gear, afirst driven member having external teethmeshing with the internal teeth of said composite gear, a second drivenmember fixed to the driving shaft, a driven shaft, a splined part onsaid driven shaft, synchronizing and positive clutch means on said firstand second driven members, a synchronizing ring having synchronizingmeans for engagement with the synchronizing means on said drivenmembers, and a clutching ring having splined engagement with the splinedpart on the driven shaft and splined engagement with said synchronizingring, said clutching ring having positive clutch means for engagementselectively with the positive clutch means on said driven members.

13. In combination, a driving shaft, an internal gear fixed to saidshaft, a composite gear having external teeth meshing with the internalteeth of said internal gear, a first driven member having external teethmeshing with the internal teeth of said composite gear, a second driven-member fixed to the driving shaft, a driven shaft,

a splined part on said driven shaft, synchronizing and positive clutchmeans on saidfirst and second driven members, a synchronizing ringhaving synchronizing means for engagement with the synchronizing meanson said driven members, and a shiftable clutch ring having splinedengagement with the splined part on said driven shaft and yieldinglyconnected to said synchronizing ring whereby to operate saidsynchronizing ring by the operation of the clutch ring, said clutch ringhaving positive clutch means for engagement selectively with thepositive clutch means on said driven members, said synchronizing ringbeing disposed in proximity the adjacent ends of said driven members andbetween the positive clutch means on said driven members.

14. A gear set comprising an internal gear, a composite gear havingexternal teeth meshing with the internal teeth of said internal gear, afirst driven member having external teeth meshing with the internalteeth on said composite gear,

a shaft fixed to said internal gear and having an extension extendingthrough said internal gear, said composite gear and said first drivenmember, a second driven member fixed on the extending end of theextension of said shaft, a secondshaft, a bearing for said second shaft,a radially extending part on said second shaft, external splines on theperiphery of said part, external clutch teeth on said first drivenmember, external

